Rail anchor



Nov. 22, 1927. 1,650,229

G. L. MOORE RAIL ANCHOR File 2d April 1 1926 2 Sheets-Sheet 1 INVENTOR A TTORN Y I u If Nov. 22, 1927. 1,650,229

(5. IL. MOORE RAIL ANCHOR Filed April 1926 2 Sheets-Sheet 2 p %/VEIVTOR 17k W14.

' A TTOR/VE Patented Nov. 22, 1927..

1,650,229 PATENT OFFICE.

GEORGE L. MOORE, OF BETHLEHEM, PENNSYLVANIA, ASSIGNOR TO. MOORE & STEELE CORPORATION, A CORPORATION OF DELAWARE. i

RAIL ANCHOR.

Application filed April 15, 1926. Serial No. 102,174.

The invention relates to rail-anchors, and comprises a rigid orv comparatively rigid yoke in combination with a strong spring member carried by the under-rail portion of the yoke and adjustable thereon, the assemblage being driven transversely of the rail to position thereon, the distortion of the powerful spring member between the yoke and the bottom of the rail producing an un relaxing grip between the end jaws of the yoke and the spring member on the top and bottom of the rail-base.

The spring member is positionableat any one of a series of two ormore seats along the under-rail portion of the yoke, the construction being such that this varies the height at which the spring member rests on the yoke, thereby aiiording a take-up for wear and an adjustment for variation in size of rails.

In the accompanying drawing forming a part hereof:

Fig. 1 is a crosssection through 'a'rail, showing the rail-anchor in preliminary position thereon, preparatory to driving; 7

Fig.2 is a similar view, with the upper part of the rail omitted, showing the anchor partly driven onto the rail, the condition being that of maximum'distortion and tension having been put into the spring member; V

Fig. 3 is a view like Fig. 2, showing the rail-anchor in final position;

Fig. 4: is a side elevation of a portion of the rail resting on a fragment of the tie, showing the rail-anchor in end'view abut ting the tie;

Fig. 5 is an elevation of the yoke; and

Fig. 6 is a bottom plan view of the spring member.

The yoke 2 comprises an under-rail portion 3 and end jaws 4, 5, the whole being preferably cut or punched from a fairly heavy plate and being rigid or substantially so. The end jaws are intended to engage over the rail-base flanges, while the underrail portion of the yoke is to be spaced c011- siderably below the bottom of the rail. The jaws 4, 5 are of unequal length, due to the fact that the interior space of the yoke is formed with sufficient clearance below the jaw 4 to permit the yoke, with the spring member thereon whichwill be described, to be hooked laterally onto a rail in place,.to bev brought to a preliminary or predriving position, as shown in Fig. 1. The anchor is then driven to its holding or gripping position in a direction transversely of the rail.

The short jaw 5 has a steeply sloped nose 6, which in preliminary position rests against the edge of the rail, requiring this end of the yoke to rise sharply in order to drive the bottom bearing point 7 of the nose up onto the top of the rail-flange, to the position seen in Fig. 2, where this point is just over the edge of the rail. 1

Saddled on the under-rail portion or bar is an elongated member 8 of spring material, this member constituting a very strong and powerful spring. The two ends 9, 10 of thi member are preferably provided with pairs of bottom ears, so as to be-retained on the under-rail portion, and between these ends the member extends in alow, broad arch,

clear of the under-rail portion 3. The space side. of the under-rail member 3, these seats being formed in co-operation with said lug with square shoulders front andback, so as to hold the spring. member from shifting rearward on the yoke when the yoke is driven onto the rail, and also to hold the spring member against shifting in the opposite direction relative to the yoke.

The relations are such that the member 8 receives its maximum tension and distortion when the anchor has been driven far enough to carry the bearing point 7 up over the edge of the rail-flange. Thereafter, as the anchor is-driven the remaining distance by blows applied to the end of the yoke, causing the anchor to reach its final position of Fig. 3, thedistortion of the spring member is not increased, but is preferably slightly diminished. This is due to the cam formation of the top of the member 8, and to the fact that the place of bearing of the spring member against the bottom of thev rail is always at least as near to the place of bearing of the long jaw 4 on top of the rail-base as to the place of bearing of the short'jaw 5. Indeed, as shown, the place of bearing of the spring member is nearer to the long jaw bearing than it is'to the short jaw bearing. Consequently, in the latter halt or part of the driving, the long or forward jaw tends to ride down on the'slope ot the rail-flange faster than the contact point 7 rides up on the slope of the other rail-flange, in progressing from the intermediate position of Fig. 2' to the final'position of Fig. 3. This would loosen the anchor, were it not for the excess distortion put into the spring in driving from the position of Fig. 1 to that of Fig. 2, during which the steep slope 6 of the short jaw was mounting up on the edge of the rail-flange. The exact conditions are ditlicult'to illustrate in the drawing, but it may be understood that in Fig. 1 the spring has not been distorted, in Fig. 2 it has its maximum distortion, and that in Fig. 3 its distortion has not been increased but, on the contrary, has been reduced somewhat, still exerting ample spring force to grip the anchor firmly on the rail and to prevent the rail from creeping while the anchor abuts against the tie.

A great drawback about many styles of rail-anchors is that they do not provide a satisfactory take-up, to afford adjustment for wear or for variation in rails of a given size. The present invention has a veryv effective, wide-range take-up, it being merely necessary to shift the spring or bottom-contact member toone oranother of the seat notches 13 nearer the long-jaw end of the yoke, to accommodate the device to a somewhat smaller or more worn rail-base. hen the member is displaced in this direction, its rear end is positioned further up a slope 14: on the bar 3, so that the device will be able to apply apowerful grip to the smaller or worn rail, the spring member then standing higher on the under-rail portion of the yoke than it does in the drawing, where it occupies the lowest position, suitable for a larger or un-worn rail. This take-up is especially advantageous for taking care of the reduction in thickness of a rail-base, by corrosion, tie-plate wear, brinedrip, etc., which is likely to vary from one thirty-second to one-sixteenth of an inch after a'rail. has been in service from five to eight years, and which in some cases may amount to as much as an eighth of an inch. Also, rails when new are not always made to a precise size.

While the preferred embodiment of the invention has been described in detail, it willbe understood that there may be various changes in form and detail, and in the specific mode of operation.

I claim: 1

1. A rail-anchor, comprising a substantially rigid yoke formed with end jaws to engage over the base flanges of a rail and atransverse under-rail. portion to lie spaced below the bottom ot the rail, in combination with a strong spring member mounted on the under-rail portion so as to be carried thereby when the yoke is driven transversely to its position on the rail, said spring member being thereby distorted between the" under-rail portion 0'1 theyoke and the bottom of the rail, producing a powerful gripping action of the jaws and spring member on the top and bottom of the rail-base, the effective grip of the anchor on the rail resulting from the driving of the yoke transverselyvofthe rail substantially as specified.

2. A rail-anchor, comprising a substantially rigid yoke formed with end jaws to engage over the base-flanges of a rail-and a transverse under-rail portion to'lie spaced below the bottom of the rail, in combination with a strong spring member mounted on said under-rail portion so as to be carried thereby when the yoke is driven transversely to its position on the rail, said spring memher being thereby distorted between the under-rail portion 01"- the yoke and the bottom of the rail, producing a powerful gripping action of the jaws and spring member on the top and bottom of the rail-base, said under-rail portion having a plurality of retaining seats for retaining the spring member in diiferent positions, substantially as and "for the purpose set forth;

3. A rail-anchor, comprising a substantially rigid yoke formed with end jaws to engage over the base flanges of a rail and a transverse under-rail portion to lie spaced below the bottom of the rail, in combination with a strong spring member mounted on said under-rail portion so as to be carried thereby when the yoke is driven transversely to its position on the rail, said spring member to be distorted between the underrail portion of the yoke and the bottom of the rail. producing a powerful gripping action of the'jaws and springmember on the top and bottom of the rail-base, the construc tion' being such that the spring member receives its maximum distortion during a part of the driving of the anchor onto the rail, such distortion and the resulting pressure not being increased during further driving, substantially as set torthl I 4;. A rail-anchoiu comprising a substair tially rigid yoke formed with end jaws to engage over the base flanges of a rail and a transverse under-rail portion to lie spaced below the bottom of the rail, in combination with a strong spring member mounted on said under-rail portion so as to be carried thereby when the yoke is driven transversely to its position on the rail, said springmemher to be distorted between the under-rail portion of the yoke and tli'e bottom of the rail roducing a powerful gripping action of the jaws "and spring member on the top and bottom of the 'rail base, the construction ein di as he, ir T na mem e wa e its maximum distortion during a part of the driving of the anchor onto the rail, further driving diminishing the distortion to some extent, substantially as set forth.

5. A rail-anchor which obtains its working grip on the rail by being driven transversely of the rail, comprising a yoke formed with end jaws to engage over the base flanges of a rail and a transverse under-rail portion to lie below the bottom of the rail, in combination with a strong spring member mounted on said under-rail portion to bear against the bottom of the rail, said underrail portion having a retaining seat for said spring member whereby said spring member is carried with the yoke in definite position thereon during the driving in the transverse direction. 7

6. A rail-anehor which obtains its Working grip on the rail by being driven transversely of the rail, comprising a yoke formed with. end jaws to engage over the base flanges of a rail and a transverse under-rail portion to lie below the bottom of the rail,

in combination with astrong spring member mounted on said under-rail portion to bear against the bottom of the rail, said springinember engaging said. under-rail portion in such manner as to be carried with the yoke in definite position thereon during the driving in the transverse direction and being also retained on the yoke against displacement relative thereto longitudinally of the rail.

7. A rail-anchor which obtains its Working grip on the rail by being driven transversely of the rail, comprising a yoke formed with end jaws to engage over the base flanges of a rail and a transverse under-rail portion to lie below the bottom of the rail, in combination with a strong spring member mounted on and lying lengthwise of said under-rail portion to bear against the bottom of the rail, said under-rail portion having a retaining seat for said spring member whereby said spring member is carried with the yoke in definite position thereon during the driving in the transverse direction.

GEORGE L. MOORE. 

